Method and apparatus for sorting or retreiving items

ABSTRACT

A method and apparatus are provided for sorting or retrieving items to/from a plurality of destinations areas. The items are loaded onto one of a plurality of independently controlled delivery vehicles. The delivery vehicles follow a track that guides the delivery vehicles to/from the destination areas, which are positioned along the track. Once at the appropriate destination area, an item is transferred between the delivery vehicle and the destination area.

PRIORITY CLAIM

This application is a continuation of co-pending U.S. Patent ApplicationSer. No. 15/096,433, filed Apr. 12, 2016, which is a continuation ofpending U.S. patent application Ser. No. 13/859,598, filed Apr. 9, 2013,which claims priority to U.S. Provisional Patent Application No.61/622,000 filed Apr. 9, 2012. The entire disclosure of each of theforegoing applications is hereby incorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to a material handling system for sortingor retrieving items. More specifically, the present invention relates toa material handling system incorporating a plurality of destinationareas arranged along a track for guiding a plurality of vehicles forcarrying items to and/or from the destination areas.

BACKGROUND OF THE INVENTION

Sorting and retrieving items to fill a customer order can be a laboriousand time consuming. Similarly, may large organizations have extensivestorage areas in which numerous items are stored. Sorting and retrievingitems from the hundreds or thousands of storage areas requiressignificant labor to perform manually. In many fields, automated pickinghas developed to reduce labor cost and improve customer service byreducing the time it takes to fill a customer order. However, the knownsystems of automatically handling the materials are either veryexpensive or have limitations that hamper their effectiveness.Accordingly, there is a need in a variety of material handlingapplications for automatically storing and/or retrieving items.

SUMMARY OF THE INVENTION

In light of the foregoing, a system provides a method and apparatus forhandling items. The system includes a plurality of storage locations,and a plurality of delivery vehicles for delivering items to orretrieving items from the storage locations. A track guides the deliveryvehicles to the storage locations.

According to one aspect, the present invention provides a materialhandling system that includes a plurality of storage locations, a track,a plurality of vehicles, an output station and a controller. The trackis adjacent the storage locations and a first group of the storagelocations may be disposed on a first side of the track and a secondgroup of the storage locations may be disposed on a second side of thetrack. The vehicles are configured to deliver items to the storagelocations or retrieving items from the storage locations. The vehiclestravel along the track in an aisle between the first and second groupsof storage locations. The controller independently controls each vehicleand may be configured to control one of the vehicles to retrieve an fromone of the storage locations and then advance the vehicle with the itemtoward the output station, wherein when the vehicle approaches theoutput station, the controller may be configured to control the vehicleso that the vehicle drives upwardly and stops at the output station topresent the contents to the operator so that the operator can readilyremove the item from the vehicle. The controller may also be configuredto advance the vehicle away from the output station after the operatorremoves the item from the vehicle.

According to another aspect, the present invention provides a materialhandling system having a plurality of storage locations, a track, aplurality of vehicles and an output station. The track may be adjacentthe storage locations and may include a plurality of generally verticalrail sections forming a row of columns and a plurality of generallyhorizontal rail sections interconnecting the columns forming a verticalloop. The vehicles are configured to travel along the track around thevertical loop to deliver items to the storage locations or retrieveitems from the storage locations. The output station may be positionedalong the track at an end of the row of columns and it may be configuredso that an operator can readily remove items from the vehicles when thevehicles stop at the output station.

According to yet another aspect, the present invention provides acontroller that controls the operation of the delivery vehicles based oninformation determined for each item to be sorted. Additionally, thetrack may include a plurality of interconnected vertical and horizontalsections so that the vehicles may travel along a continuous pathchanging from a horizontal direction to a vertical direction. Further,the vehicles may be driven such that the orientation of an item on thevehicle stays constant as the vehicles changes from a horizontaldirection of travel to a vertical direction of travel.

According to another aspect, the invention provides a method forretrieving items from a plurality of storage locations arranged along atrack. A delivery vehicle is driven along the track to retrieve an itemfrom one of the storage locations. The delivery vehicle is stopped alongthe track and a portion of the track is displaced while the deliveryvehicle is stopped along the track, thereby tilting the delivery vehicleto present the item to an operator.

According to yet another aspect, the invention provides a materialhandling system, comprising a plurality of storage locations forreceiving items. A track is positioned adjacent the storage locationsand a plurality of cars drive along the track to retrieve items from thestorage locations. An output location along the track is provided sothat an operator can retrieve an item being conveyed by one of the cars.At the output location, the track comprises a moveable section so thatdisplacing the moveable section while one of the cars is stopped at theoutput location is operable to tilt the car.

In another embodiment, a material handling system having a plurality ofstorage locations arranged into a series of rows or columns and a trackadjacent the storage locations. The track comprises a plurality of rowsor columns and a plurality of vehicles are provided for delivering itemsto the storage locations or retrieving items from the storage locations,wherein each vehicles comprises an onboard motor for driving the vehiclealong the track to or from one of the storage locations. A controllerfor independently controlling each vehicle is provided, wherein thecontroller controls a plurality of the vehicles to retrieve a pluralityof items from the storage locations for an order by estimating theretrieval time for each item in an order, wherein the retrieval time isthe time required for each item in the order to be retrieved by aseparate vehicle and calculating the sequence in which vehicles areassigned to retrieve items for the order based on the estimates of theretrieval time for each item in the order. Wherein the controllerdirects the plurality of vehicles to the corresponding storage locationsin response to calculating the sequence in which vehicle are assigned toretrieve items for the order.

According to yet another aspect, the present invention provides amaterial handling system for delivering a plurality of items to or froma plurality of destination areas. The system may include a plurality ofdelivery vehicles for delivering the items to the destination areas anda track for guiding the delivery vehicles, wherein the track comprises asubstantially vertical portion and a horizontal portion and a gateproviding a continuous path from a horizontal to a vertical direction.The system may be configured so that each of the vehicles include atransfer mechanism and a drive element operable to drive the transfermechanism. Each vehicle may also include a gate actuator operablebetween a first position in which the actuator does not actuate the gateand a second position in which the actuator is operable to actuate thegate, wherein actuating the drive element of the transfer mechanismactuates the gate actuator from the first position to the secondposition.

Further still, another aspect of the present invention provides adelivery vehicle operable with a material handling system having aplurality of destination areas and a guide system having a gate actuablebetween a first position and a second position. The delivery vehicleincludes a motor for driving the vehicle to one of the destination areasand a drive system cooperable with the guide system to guide the vehicleto one of the destination areas. The vehicle may further include atransfer mechanism operable to transfer an item between the vehicle andone of the destination areas and a drive element operable to drive thetransfer mechanism. The vehicle further may include a gate actuatoroperable between a first position in which the actuator does not actuatethe gate and a second position in which the actuator is operable toactuate the gate, wherein actuating the drive element of the transfermechanism actuates the gate actuator from the first position to thesecond position.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing summary and the following detailed description of thepreferred embodiments of the present invention will be best understoodwhen read in conjunction with the appended drawings, in which:

FIG. 1 is a perspective view of a sorting and retrieving apparatus;

FIG. 2 is a fragmentary front view, illustrating a portion of the tracksystem of the apparatus illustrated in FIG. 1;

FIG. 3 is a fragmentary sectional view of a portion of the apparatusillustrated in FIG. 1;

FIG. 4 is an enlarged fragmentary view of a portion of track of theapparatus illustrated in FIG. 1, showing details of a gate in an closedposition;

FIG. 5 is an enlarged fragmentary view of a portion of track of theapparatus illustrated in FIG. 1, showing details of a gate in an openposition;

FIG. 6 is an enlarged fragmentary perspective view of a portion of thetrack illustrated in FIG. 4, showing details of a gate from a rearwardview;

FIG. 7 is an enlarged fragmentary perspective view of a portion of thetrack illustrated in FIG. 5, showing details of a gate from a rearwardview;

FIG. 8 is an enlarged fragmentary perspective view of a portion of thetrack of the system illustrated in FIG. 1, showing details of a gate inthe closed position;

FIG. 9 is an enlarged fragmentary perspective view of a portion of thetrack of the system illustrated in FIG. 1, showing details of a gate inthe open position;

FIG. 10 is an enlarged view of a wheel of the delivery vehicleillustrated in FIG. 8, shown in relation to the track of the apparatusillustrated in FIG. 1;

FIG. 11 is a top perspective view of a delivery vehicle of the apparatusillustrated in FIG. 1;

FIG. 12 is an enlarged perspective view of a portion of the deliveryvehicle illustrated in FIG. 11;

FIG. 13 is an enlarged perspective view of a portion of the deliveryvehicle illustrated in FIG. 11;

FIG. 14 is an enlarged perspective partially broken away of a pickingstation of the apparatus illustrated in FIG. 1;

FIG. 15A is an enlarged fragmentary perspective view of a portion of thepicking station illustrated in FIG. 14, shown in a first position;

FIG. 15B is an enlarged fragmentary perspective view of the portion ofthe picking station illustrated in FIG. 15A, shown in a second position;

FIG. 16 is an enlarged fragmentary plan view of a portion of the pickingstation illustrated in FIG. 14; and

FIG. 17 is an enlarged fragmentary perspective view of a portion of thepicking station illustrated in FIG. 14.

DETAILED DESCRIPTION OF THE INVENTION

Referring now to the figures in general and to FIG. 1 specifically, anapparatus for sorting or retrieving items is designated generally 10.The apparatus 10 includes a plurality of delivery vehicles or cars 200to retrieve items from one of a plurality of locations, such as storageareas 100. The cars then deliver the items to an output station 310where an operator can retrieve the item from the car. The car thenreturns to a storage area to store any remaining items that were notretrieved by the operator. The car then advances to another storage areato obtain the next item to be retrieved. In this way, the systemincludes a plurality of individually controlled cars 200 that flowthrough the track to retrieve items from the various storage areas andpresent the items to an operator before returning any remaining itemsand then retrieving another item.

The cars 200 travel along a track 110 to the storage locations. Thetrack has a horizontal upper rail 135 and a horizontal lower rail 140,which operates as a return leg. A number of parallel vertical track legs130 extend between the upper rail and the lower return leg. In thepresent instance, the storage areas 100 are arranged in columns betweenthe vertical track legs 130. In FIGS. 2-3, the track system isillustrated as a generally rectilinear array of columns. However, asshown in FIGS. 14-17, the output station 310, comprises a pick stationthat has a curved track 315 that curves outwardly from the array of binsso that totes carried by the cars are readily accessible to theoperator.

In a typical operation using the system, after the vehicle leaves thepicking station 310, the vehicle will be carrying an item that is to bereturned to one of the storage areas 100. The vehicle will return theitem to a first storage area and then move to a second storage area toretrieve a second item to be transported to the picking station.

After leaving the picking station, the car travels upwardly along twopairs of vertical tracks legs and then horizontally along two uppertracks 135. The car 200 travels along the upper rail until it reachesthe appropriate column containing the storage area for the item that thecar is carrying. The track 110 includes gates 180 that direct the car200 down the vertical legs and the car stops at the appropriate storagearea. The car 200 then discharges the item into the storage area.

After discharging the item, the car 200 travels to the second storagelocation to retrieve the next item to be transported to the pickingstation. After retrieving the item, the car 200 travels down thevertical legs 130 of the column until it reaches the lower rail 140.Gates direct the car along the lower rail, and the car follows the lowerrail to return to the pick station 310 to deliver another item.

The cars 200 are semi-autonomous vehicles that each have an onboardpower source and an onboard motor to drive the cars along the track 110.The cars also include a loading/unloading mechanism 210, for loadingitems onto the cars and discharging items from the cars.

Since the system 10 includes a number of cars 200, the positioning ofthe cars is controlled to ensure that the different cars do not crashinto each other. In one embodiment, the system 10 uses a centralcontroller 450 that tracks the position of each car 200 and providescontrol signals to each car to control the progress of the cars alongthe track. The central controller 450 may also control operation of thevarious elements along the track, such as the gates 180. However, in thepresent instance, the gates are actuated by the cars 200 as discussedfurther below.

Referring to FIG. 1, the system includes an array of storage locations100 for receiving items. In the present instance, the storage locations190 are arranged in columns. Additionally, the system 10 includes atrack 110 for guiding the cars 200 to the storage locations 100. In thefollowing description, the system is described as delivering and/orretrieving items to and from storage areas 100. The items may beconfigured so that an individual item is stored at a storage location.However, in a typical operation environment, the items are stored in oron a storage mechanism, such as a container or platform. For instance,in the present instance, the items are stored in a container, referredto as a tote. The tote is similar to a carton or box without a lid, sothat an operator can easily reach into the tote to retrieve an item atthe picking station. Although the present system is described as usingtotes, it should be understood that any of a variety of storagemechanisms can be used, such as pallets or similar platforms.

The storage locations 100 can be any of a variety of configurations. Forinstance, the simplest configuration is a shelf for supporting the itemsor the container holding the items. Similarly, the storage locations 190may include one or more brackets that cooperate with the storagemechanism to support the storage mechanism in the storage location. Forexample, in the present instance, the storage locations include bracketssimilar to shelf brackets for supporting one of the totes.

Referring to FIG. 1, the system 10 generally includes a plurality ofstorage locations 100, which in the present instance are arranged in anarray. At least one output station 310, referred to as a pick station,is disposed adjacent the storage locations. The cars 200 retrieve totes15 from the storage locations 100 and deliver the totes to the pickstation 310 where an operator can retrieve one or more items from thetotes. After the operator retrieves the items, the car 200 advances thetote 15 away from the picking station 310 and returns to one of thestorage locations.

The storage locations are arranged along a track 110. In the presentinstance, the track 110 includes a horizontal upper rail 135 and ahorizontal lower rail 140. A plurality of vertical legs 130 extendbetween the upper horizontal leg and the lower horizontal leg 140.During transport, the cars travel up a pair of vertical legs from thepick station 310 to the upper rail 135 (as described below, the carsactually travel up two pairs of rails because the track includes aforward track and a parallel opposing track). The car then travels alongthe upper rail until reaching the column having the appropriate storagearea. The car then travels downwardly along two front vertical posts andtwo parallel rear posts until reaching the appropriate storage location,and then discharges the item into the storage location. The car thentravels to another storage location to retrieve another item. Afterretrieving the item, the car travels down the vertical legs untilreaching the lower horizontal leg 140. The car then follows the lowerrail back toward the pick station 310.

As can be seen in FIGS. 1-3, the track 110 includes a front track 115and a rear track 120. The front and rear tracks 115, 120 are paralleltracks that cooperate to guide the cars around the track. As shown inFIG. 11, each of the cars includes four wheels 220: two forward wheeland two rearward wheels. The forward wheels 220 ride in the front track,while the rearward wheel ride in the rear track. It should be understoodthat in the discussion of the track the front and rear tracks 115, 120are similarly configured opposing tracks that support the forward andrearward wheels 220 of the cars. Accordingly, a description of a portionof either the front or rear track also applies to the opposing front orrear track.

Referring to FIGS. 1-10, the details of the track will be described ingreater detail. The track 110 includes an outer wall 152 and an innerwall 154 that is spaced apart from the outer wall and parallel to theouter wall. The track also has a back wall 160 extending between theinner and outer walls. As can be seen in FIGS. 8-10, the outer and innerwalls 152, 154 and the back wall form a channel. The wheels 220 of thecar ride in this channel.

Referring to FIGS. 8-10, the track includes both a drive surface 156 anda guide surface 158. The drive surface positively engages the cars toenable the car to travel along the track. The guide surface 158 guidesthe car, maintaining the car in operative engagement with the drivesurface 156. In the present instance, the drive surface is formed of aseries of teeth, forming a rack that engages the wheels of the cars asdescribed further below. The guide surface 158 is a generally flatsurface adjacent the rack 156. The rack 156 extends approximatelyhalfway across the track and the guide surface 158 extends across theother half of the track. As shown in FIGS. 8 and 9, the rack 156 isformed on the inner wall 154 of the track. The opposing outer wall 152is a generally flat surface parallel to the guide surface 158 of theinner wall.

As described above, the track includes a plurality of vertical legsextending between the horizontal upper and lower rails 135, 140. Anintersection 170 is formed at each section of the track at which one ofthe vertical legs intersects one of the horizontal legs. Eachintersection includes an inner branch 172 that is curved and an outerbranch 176 that is generally straight. FIG. 9 illustrates both aright-hand intersection 170 c and a left-hand intersection 170 d, whichare mirrors of one another. In FIG. 9, the intersections 170 c, 170 dillustrate the portion of the track in which two vertical legs 130intersect the upper horizontal leg 135. The intersections of thevertical legs with the lower rail incorporate similar intersections,except the intersections are reversed. Specifically, the point at whichvertical leg 130 c intersects the lower rail incorporates anintersection configured similar to intersection 170 d, and the point atwhich vertical leg 130 d intersects the lower rail incorporates anintersection configured similar to intersection 170 c.

Each intersection 170 includes a pivotable gate 180 that has a smoothcurved inner race and a flat outer race that has teeth that correspondto the teeth of the drive surface 156 for the track. The gate 180 pivotsbetween a first position and a second position. In the first position,the gate 180 is closed so that the straight outer race 184 of the gateis aligned with the straight outer branch 176 of the intersection. Inthe second position, the gate is open so that the curved inner race 182of the gate is aligned with the curved branch 172 of the intersection.

Accordingly, in the closed position, the gate is pivoted downwardly sothat the outer race 184 of the gate aligns with the drive surface 156.In this position, the gate blocks the car from turning down the curvedportion, so that the car continues straight through the intersection. Incontrast, as illustrated n FIG. 9, when the gate is pivoted into theopen position, the gate blocks the car from going straight through theintersection. Instead, the curved inner race 182 of the gate aligns withthe curved surface of the inner branch 172 and the car turns through theintersection. In other words, when the gate is closed, a car goesstraight through the intersection along either the upper rail 130 or thelower rail, depending on the location of the intersection. When the gateis opened, the gate directs the car from either a vertical rail to ahorizontal rail or from a horizontal rail to a vertical rail, dependingon the location of the intersection.

As can be seen in FIG. 8, the end of the gate remote from the pivotpoint of the gate flares outwardly so that the curved inner race matchesthe curved profile of the inner branch when the gate is open. As aresult, the gate has a generally L-shaped configuration. To accommodatethe flared end of the gate 180, the drive surface 156 of the innerbranch has a notch or recessed portion. When the gate is closed, thenotch provides clearance so that the outer race 184 of the gate liesflat, parallel with the drive surface of the outer branch 176. Further,in the example shown in FIG. 9, the gate is positioned along the upperrail 135 of the track 110. When the gate is closed, the recess in theinner branch of the intersection 170 allows the gate to lie flat so thatit is aligned with the drive surface of the upper rail.

In the foregoing description, the gates allow one of the cars to eithercontinue in the same direction (e.g. horizontally) or turn in onedirection (e.g. vertically). However, in some applications, the systemmay include more than two horizontal rails that intersect the verticalcolumns. In such a configuration, it may be desirable to include adifferent rail that allows the cars to turn in more than one direction.For instance, if a car is traveling down a column, the gate may allowthe car to turn either left or right down a horizontal rail, or travelstraight through along the vertical column. Additionally, in someinstances, the cars may travel upwardly

The gates 180 may be controlled by signals received from the centralcontroller 450. Specifically, each gate may be connected with anactuator that displaces the gate from the opened position to the closedposition and back. There may be any of a variety of controllableelements operable to displace the gate. For instance, the actuator maybe a solenoid having a linearly displaceable piston.

Although the gates may be automatically actuated by an actuator alongthe track that is controlled by the central controller 450, in thepresent instance, the gates 180 are controlled by an actuator on thecars 200. Specifically, referring to FIGS. 4-7, the gates includes apassive actuator 190 that responds to an actuator 230 on the cars. Ifthe actuator on the car engages the gate actuator 190 then the gatemoves from a first position to a second position. For instance, as shownin FIG. 4, the gate is in a first position so that the vehicle willremain along the horizontal rail. If the gate actuator 230 on the car200 engages the actuator 190 on the gate, the gate 180 will pivotupwardly into a second position so that the car will turn and movedownwardly along the vertical rail 130.

In the present instance, the actuators 190 on the gates are moveableactuation surfaces 192 connected to the gate by a linkage 195. Theactuation surface 192 is mounted on a pivotable arm 193. To actuate thegate and move it from the first position to the second position, thegate actuator 230 on the car contacts the actuation surface 192. Theactuation surface is angled similar to a ramp, so that as the caradvances toward the gate, the gate actuator on the car engages theactuation surface and progressively displaces the arm 193 upwardly. Thearm 193 is connected to the gate 180 by a linkage 195. Accordingly, whenthe arm 193 pivots, the gate pivots as well. In this way, the actuator230 on the car engages the actuator on the gate to move the gate fromthe first position to the second position.

After the car 200 passes through the gate, the gate may be configured toremain in the second position until actuated by the gate actuator on thecar to return to the first position. However, in the present instance,after the car passes through the intersection 170, the gate 180automatically returns to the first position. A variety of elements maybe used to automatically displace the gate to the first position. Forinstance, a biasing element may bias the spring toward the firstposition. Alternatively, the gate actuator may be disposed so that theweight of the pivotable arm 193 and the actuation surface 192 tend topivot the arm downwardly, thereby displacing the gate toward the firstposition.

Accordingly, the gate actuator 190 adjacent the track 110 operates inresponse to an actuator on the car. In this way, the gate actuator doesnot communicate with the central controller. Instead, the centralcontroller communicates with the car to selectively actuate the gates180 as discussed further below.

In the foregoing description, the system 10 is described as a pluralityof storage areas 100. However, it should be understood that the systemmay include a variety of types of destinations, not simply storagelocations. For instance, in certain applications, the destination may bean output device that conveys items to other locations. According to oneexample of an output device, the system may include one or more outputconveyors that convey items away from the storage locations and toward adifferent material handling or processing system. For instance, anoutput conveyor designated A may convey items to a processing centerdesignated A. Therefore, if an item is to be delivered to processingcenter A, the car will travel along the track to output conveyor A. Oncethe car reaches output conveyor A, the car will stop and transfer theitem onto output conveyor A. Output conveyor A will then convey the itemto processing center A. Further, it should be understood that the systemmay be configured to include a plurality of output devices, such asoutput conveyors.

In some embodiments, the system may include a plurality of outputconveyors in addition to the storage locations. In other embodiments,the system may only include a plurality of output devices, such asconveyors, and the system is configured to sort the items to the variousoutput devices.

Delivery Vehicles

Referring now to FIGS. 11-13, the details of the delivery vehicles 200will be described in greater detail. Each delivery vehicle is asemi-autonomous car having an onboard drive system, including an onboardpower supply. Each car includes a mechanism for loading and unloadingitems for delivery. Optionally, each car also includes a gate actuator230 for selectively actuating the gates 180 to allow the vehicle toselectively change direction.

The car 200 may incorporate any of a variety of mechanisms for loadingan item onto the car and discharging the item from the car into one ofthe bins. Additionally, the loading/unloading mechanism 210 may bespecifically tailored for a particular application. In the presentinstance, the loading/unloading mechanism 210 comprises a displaceableelement configured to engage an item stored at a storage location 190and pull the item onto the car. More specifically, in the presentinstance, the car includes a displaceable element configured to movetoward a tote 15 in a storage location 100. After the displaceableelement engages the tote 15, the displaceable element is displaced awayfrom the storage location 100, thereby pulling the tote onto the car200.

Referring to FIG. 11, in the present instance, the loading/unloadingmechanism 210 comprises a displaceable rod or bar 212. The bar 212extends across the width of the car 200 and both ends are connected withdrive chains 214 that extend along the sides of the car. A motor drivesthe chains to selectively move the chain toward or away from storagelocations. For example, as the car approaches a storage location toretrieve a tote 15, the chain may drive the rod toward the storagelocation so that the bar engages a groove or notch in the bottom of thetote. The chain then reverses so that the bar 212 moves away from thestorage location 100. Since the bar is engaged in the notch in the tote,as the bar moves away from the storage location, the bar pulls the toteonto the car. In this way, the loading/unloading mechanism 210 isoperable to retrieve items from a storage location. Similarly, to storean item in a storage location 100, the chain 214 of theloading/unloading mechanism 210 drives the bar 212 toward the storagelocation until the item is in the storage location. The car then movesdownwardly to disengage the bar from the tote 15, thereby releasing thetote.

Additionally, since the system 10 includes an array of storage locations100 adjacent the front side of the track 110 and a similar array ofstorage locations adjacent the rear side of the track, theloading/unloading mechanism 210 is operable to retrieve and store itemsin the forward array and the rearward array. Specifically, as shown inFIG. 11, the loading/unloading mechanism 210 includes two bars 212spaced apart from one another. One bar is operable to engage totes inthe forward array, while the second bar is operable to engage totes inthe rearward array of storage locations.

As previously discussed, each car may also include a gate actuator 230for actuating the gate from a first position to a second position sothat the car may change directions as the car travels along the track.The actuator 230 may be any of a variety of elements configured toengage a corresponding element on the gate 180. In the present instance,the gate actuator 230 is selectively moveable between a first positionand a second position. In the first position, the gate actuator ispositioned so that it avoids engagement with the gate or otherengagement element(s) along the track. In the second position, the gateactuator 230 is operable to engage a corresponding element along thetrack to actuate the gate.

For instance, in the present instance, the gate actuator 230 comprisesan extendable pin. As shown in FIG. 12, in a first position, the pin isretracted. In a second position, the pin extends outwardly away from thecar. Referring to FIG. 13, in the second position, the pin 230 isoperable to engage a corresponding element adjacent the track to actuateone of the gates. Specifically, in the extended position, the pin 230outwardly so that the pin can operatively engage the gate actuator 190positioned adjacent the gate. The extended pin 230 engages the actuationsurface 192, thereby pivoting the arm 193 upwardly as the pin pushes theactuation surface upward as the car travels along the track.

The cars 200 include gate actuators 230 adjacent each wheel 220.Additionally, the four gate actuators on the car are synchronized sothat all four are extended and retracted synchronously. In this way, thecar actuates the four gates simultaneously to change directions fromhorizontal to vertical. Specifically, the car 200 actuates two gates atthe top of two vertical columns in the front track 115 and two gates atthe top of the two vertical columns in the rear track 120.

The car may have a separate drive mechanism for actuating the gateactuators. However, in the present instance, the gate actuators 230 areactuated by the drive mechanism for the loading/unloading mechanism.More specifically, each gate actuator 230 is operatively connected withthe chain 214. The gate actuator 230 reciprocally extends and retractssimilar to a crank arm as the drive chain 214 is driven. Additionally,when the bar 212 is located in a home position corresponding to an itembeing loaded on the car, the gate actuator is positioned in a retractedposition. However, driving the chain forwardly sufficiently to extendthe gate actuators drives the rod 212 toward or away from the track, butnot sufficiently to cause the tote to overhand the vehicle. In otherwords, the chain 214 drives the gate actuators 230 but does not displacethe tote on the car sufficiently to interfere with the track 110, gates180 or gate actuators 190 along the track.

The car includes four wheels 220 that are used to transport the caralong the track 110. The wheels 220 are mounted onto two parallel spacedapart axles 215, so that two or the wheels are disposed along theforward edge of the car and two of the wheels are disposed along therearward edge of the car.

Referring to FIGS. 10-11, each wheel comprises an inner idler roller 224and an outer gear 222 that cooperates with the drive surface 156 of thetrack. The idler roller 224 rotates freely relative to the axles, whilethe outer gear is fixed relative to the axle onto which it is mounted.In this way, rotating the axle operates to rotate the gear 222.Additionally, the idler roller is sized to have a diameter slightlysmaller than the distance between the upper wall 152 and the lower wall154 of the track. In this way, the idler roller may rotate freely withinthe track, while ensuring that the gear 222 of each wheel remains inoperative engagement with the drive surface (i.e. the teeth) 156 of thetrack. Accordingly, when the vehicle is moving horizontally, the rollerscarry the weight of the cart, while the gears 222 cooperate with thedrive surface 156 of the track to drive the vehicle along the track.

The car includes an onboard motor for driving the wheels 220. Morespecifically, the drive motor is operatively connected with the axles torotate the axles 215, which in turn rotates the gears 222 of the wheels.The drive system for the car may be configured to synchronously drivethe car along the track. In the present instance, the drive system isconfigured so that each gear is driven in a synchronous manner.Specifically, each gear 222 is connected to an end of one of the axlesin a manner that substantially impedes rotation of the gear relative tothe axle. In this way each axle drives the attached two gears in asynchronous manner. Additionally, in the present instance, both axlesare driven in a synchronous manner so that all four gears are driven ina synchronous manner. There are various mechanisms that can be used tosynchronously drive the axles. For instance, a pair of drive motors canbe used to drive the axles, and the drive motors can be synchronized.Alternatively, a single drive motor may be used to drive both axles.Each axle may include a timing pulley rigidly connected to the axle toprevent rotation of the pulley relative to the axle. Similarly, a timingpulley may be connected to the motor shaft. The drive belt connectingthe timing pulley on the axle with the motor may be a timing belt sothat rotation of the drive motor is precisely linked to the rotation ofthe axle. Although a single timing belt can be used to drive both axlessynchronously, a pair of timing pulleys may be connected to the motorshaft, and each timing pulley may be connected to a corresponding timingpulley on one of the axles.

The drive motor may include a sensor that is operable to detect therotation of the motor to thereby determine the distance the car hastraveled. Since the gears 222 are rigidly connected with the axles,which are in turn synchronously connected with the drive motor, theforward distance that the car moves corresponds can be exactlycontrolled to correlate to the distance that the drive motor isdisplaced. Accordingly, the distance that a car has traveled along thedetermined path depends on the distance through which the car motor isrotated.

To detect the rotation of the drive motor the motor may include a sensorfor detecting the amount of rotation of the drive motor. For instance,the sensor 252 may be a sensor such as a hall sensor. The sensor detectsthe rotation of the motor and sends a signal to the central processor450, which determines how far along the designate path the car hastraveled based on the known information regarding the path and therotation that the sensor detects for the motor.

The car 200 may be powered by an external power supply, such as acontact along the rail that provides the electric power needed to drivethe car. However, in the present instance, the car includes an onboardpower source that provides the requisite power for both the drive motorand the motor that drives the load/unload mechanism 210. Additionally,in the present instance, the power supply is rechargeable. Although thepower supply may include a power source, such as a rechargeable battery,in the present instance, the power supply is made up of one or moreultracapacitors. The ultracapacitors can accept very high amperage torecharge the ultracapacitors. By using a high current, theultracapacitors can be recharged in a very short time, such as a fewseconds or less.

The car includes one or more contacts for recharging the power source.In the present instance, the car includes a plurality of brushes, suchas copper brushes that are spring-loaded so that the brushes are biasedoutwardly. The brushes cooperate with a charging rail to recharge thepower source, as described further below.

For instance, a pair of charging rails may be disposed beneath the lowerhorizontal rail 140. The charging rails are conductive strips connectedwith an electrical supply. The charging contacts of the car 200 engagethe conductive strips to recharge the ultracapacitors. Specifically, thebiasing element of the brushes biases the brushes outwardly toward thecharging contacts. The electricity flowing through the charging contactprovides a high amperage, low voltage source that allows theultracapacitors to recharge in a few seconds or less. In addition, sincethe power supply provided by the ultracapacitors may last for only a fewminutes, the car recharges each time it travels through the loadingcolumn.

Each car may include a load sensor for detecting that an item is loadedonto the car. The sensor(s) ensure that the item is properly positionedon the car. For instance, the load sensor may include a force detectordetecting a weight change or an infrared sensor detecting the presenceof an item.

Although the car operates in response to signals received from thecentral controller 450, which tracks the location of each car, the carmay also include a reader for reading indicia along the track to confirmthe position of the car. For instance, each storage location may beassigned a unique bar code, and the reader may scan the track or otherarea around the storage location 100 at which an item is to bedelivered. The data that the central processor has regarding the paththat the car is to follow and the data regarding the distance the carhas traveled based on the data regarding the rotation of the drive motorshould be sufficient to determine whether the car 200 is positioned atthe appropriate storage location. Nonetheless, it may be desirable todouble check the location of the car before the item is discharged intothe appropriate storage location. Therefore, the scanner may operate toscan and read information regarding the storage location at which thecar is stopped. If the scanned data indicates that the storage locationis the appropriate storage location, then the car discharges its iteminto the storage location. Similarly, the car may have a second readerfor reading indicia adjacent the rearward edge of the car. The secondreader may be used in applications in which the system is set up toutilize a first series of storage locations 100 along the forward sideand a second series of storage locations along the rearward side of thetrack 110 as shown in FIG. 1.

In the foregoing description, the cars have drive gears that interactwith teeth in the track to guide the cars around the track.Additionally, as described further below in the operation section, thelocation of the car may be controlled based on information regarding howfar the car has traveled. In such applications it is desirable tosynchronize the drive wheels of the car. However, in some applicationsalternative control systems may be used. For instance, the location ofthe cars can be controlled based on signals from sensors positionedalong the track or indicators positioned along the track. In suchinstances, the cars may be configured to use a drive mechanism that isnot synchronous as described above.

As discussed further below, the car further includes a processor forcontrolling the operation of the car in response to signals receivedfrom the central processor 450. Additionally, the car includes awireless transceiver so that the car can continuously communicate withthe central processor as it travels along the track. Alternatively, insome applications, it may be desirable to incorporate a plurality ofsensors or indicators positioned along the track. The car may include areader for sensing the sensor signals and/or the indicators, as well asa central processor for controlling the operation of the vehicle inresponse to the sensors or indicators.

Pick Station

As described previously, the system 10 is configured so that the cars200 retrieve items from the storage locations 100 and transport theitems to the pick station 310. Referring now to FIGS. 1 and 14-17, thepick station 310 will be described in greater detail.

In one mode of operation, the system 10 is used to retrieve items neededto fill an order. The order may be an internal order, such as partsneeded in a manufacturing process in a different department, or theorder may be a customer order that is to be filled and shipped to thecustomer. Either way, the system automatically retrieves the items fromthe storage areas and delivers the items to the picking station so thatan operator can pick the required number of an item from a tote. Afterthe item is picked from a tote, the car advances so that the next itemrequired for the order is advanced. The system continues in this mannerso that the operator can pick all of the items needed for an order.

In the present instance, the pick station 310 is positioned at one endof the array of storage locations. However, it may be desirable toincorporate multiple pick stations positioned along the track 110. Forinstance, a second pick station can be positioned along the opposite endof the array of storage locations. Alternatively, multiple pick stationscan be provided at one end.

In the present instance, the pick station 310 is configured so that thecar travels upwardly to present the contents to the operator so that theoperator can more easily retrieve items from the tote 15. Referring toFIG. 1, at the picking station the track includes a curved section 315that bends upwardly and away from the operator. In this way, the carmoves upwardly and then stops at a height that facilitates the operatorremoving items from the tote. After the operator removes items from thetote, the car moves laterally away from the operator and the verticallyto the upper horizontal rail 135.

The system can be configured so that the cars tilt at the pick station310 thereby making it easier for the operator to retrieve items from thetote. For instance, as the car approaches the pick station, thecontroller 450 may control the car so that the rearward set of wheels(from the perspective of FIGS. 1 and 14) continue to drive after theforward set of wheel stop. This raises the rearward edge of the car(from the perspective of the operator). After the operator picks theitems from the tote, the forward set of wheels (relative to theoperator) drive first, thereby level off the car. Once leveled, the fourwheels drive synchronously.

Although the cars may be tilted by controlling operation of the cars, ifthe wheels of the cars positively engage drive elements in the track,such as the toothed wheels 220 that mesh with teeth in the track asdescribed above, the wheels 220 may bind if the rear wheels are drivenat a different rate than the forward wheels. Accordingly, in the presentinstance, the track system may be modified so that the track moves totilt the tote toward the operator.

Referring to FIGS. 14-17, the details of the track system in the pickingstation 310 will be described in greater detail. At the end of thecolumns of storage locations, the track curves outwardly away from thevertical columns of the system to form the curved track 315 of the pickstation 310. The track sections of the pick station include parallelforward track sections 318 a, 318 b that support and guide the forwardaxle 215 of the cars 200 and parallel rearward track sections 320 a, bthat support and guide the rear axle 215 of the cars. The forward tracksections 318 a, b extend vertically upwardly and then curve back towardthe vertical columns of storage locations. The rearward track sections320 a, b are substantially parallel to the forward track sections 318 a,b and curve substantially similarly to the forward track sections 318 a,b. In this way, the forward and rearward track sections guide the carsso that the cars can maintain a substantially horizontal orientation asthe cars are driven along the curved track 315.

In the present instance, the rearward track sections 320 a, b areconfigured so that the rearward axle of the car 200 can be lifted whilethe car is stopped at the pick station 310. By lifting the rearward axleof the car 200, the tote on the car is tilted to present the contents ofthe tote to the operator to facilitate the picking process. A variety oflift mechanisms can be utilized to lift the rearward axle of the carwhile maintaining the front axle of the car in a generally fixedvertical position. For instance, a variety of actuators or driveelements can be utilized to raise the rearward track sections 320 a, b,such as solenoids or pneumatic pistons. In the present instance, aportion of the rearward track sections 320 a, b are driven by a rotarymotor as discussed further below.

The following discussion describes the details of the rearward tracksections 320 a. The parallel rearward track section 320 b, is configuredsubstantially similarly to 320 so that track sections 320 a, b opposeone another to maintain the rearward axle of the car 200 in asubstantially horizontal orientation while the car is driven through thepick station 310 and while the car is stopped at the pick station.

The rearward track 320 comprises a section of fixed track 328 and asection of moveable track 324. The moveable track section 324 isdisplaceable between a lower position, as shown in FIG. 15A, and anupper position, as shown in FIG. 15B. Although the moveable track may bea single straight track section having a uniform width, in the presentinstance, the moveable track 324 comprises upper and lower sections inwhich the lower section has a full width and the upper section has areduced width 322. In the present instance, the reduced width section isapproximately half the width of the lower section of the moveable track324, so that the upper section 336 is referred to as the moveablehalf-track.

An upper fixed track section 326 is fixedly mounted at the upper end ofthe rearward track 320 above the reduced width portion of the moveabletrack. In the present instance, the upper fixed track 326 isapproximately half the width of the lower fixed track 328 so that uppersection is referred to as the fixed half track 326. As shown in FIG.15A, the fixed tracks 326, 328 have drive teeth similar to the sectionsof the track 110 used throughout the system as described above. Themoveable track 324 also has drive teeth spaced and configured similarlyto the fixed track section.

The teeth of the moveable half track section 322 and the fixed halftrack section are configured so that when the moveable half track 322 isdisplaced upwardly next to the fixed half track 326 as shown in FIG.15B, the teeth of the moveable half track 322 align with the teeth ofthe fixed half track 326 to form a full width track having a widthsimilar to the width of the teeth of the lower fixed track 328.

The system includes a track lift assembly 330 for displacing themoveable half track 322 between the upper and lower positions as shownin FIGS. 14-16. In the present instance, the track lift assembly 330includes a rotary motor, such as servomotor 332 that reciprocally drivesthe moveable half track 322 up and down. More specifically, the moveabletrack 324 is fixedly attached to an endless belt 336 a entrained betweena pair of pulleys above and below the moveable track. For instance, themoveable track may be clamped to the lifter belt 336 a.

Although the motor 332 may directly drive the lifter belt 336 a, thetrack lift assembly 330 may include one or more drive belts to reducethe angular velocity and increase the torque provided by the motor. Inthe present instance, the track lift assembly includes a first drivebelt 333 driven by the motor 332. The assembly 330 also includes asecond drive belt 334 that is driven by the first drive belt 333, whichdrives the lifter belt 336 a. In the present instance, the first andsecond drive belts 333, 334 are timing belts.

When the motor 332 is driven in a first direction, the drive belts 333,334 drive the lifter belt 336 a in a first direction to lift themoveable half track 322 into a raised position as shown in FIG. 15B.Driving the motor 332 in a reverse or second direction, the drive belts333, 334 drive the lifter belt in the reverse direction to lower themoveable half track into the position shown in FIG. 15A.

Although, a second motor may be provided to drive the moveable track ofthe rearward track section designated 320 b in FIG. 14, in the presentinstance, the motor 332 drives the moveable track sections of bothrearward tracks 320 a, b. The moveable portion of rearward track 320 bis configured substantially similar to the moveable track of rearwardtrack 320 a and is fixedly connected with a lifter belt 336 bsubstantially similar to the lifter belt 336 a described above. To drivethe lifter belts 336 a, b synchronously, a drive shaft 340 interconnectslifter belt 336 b with lifter belt 336 a as shown in FIGS. 16-17.Specifically, drive belt 334 drives the drive shaft 340, which in turndirectly drives lifter belts 336 a, b.

As shown in FIGS. 14 and 17, the drive shaft 340 spans between the lefthand rear track 320 a and the right hand rear track 320 b. In certaininstance, it may be desirable or necessary for maintenance equipment tobe moved into the space between the left hand track section and theright hand track section. Therefore, in the present instance, the driveshaft is readily removable from between rear tracks 320 a and 320 b.More specifically, the drive shaft 340 comprises an elongated shaftextending between a stub shaft that drives the left hand lifter belt 336a and a stub shaft that drives the right hand lifter belt 336 b.Additionally, in the present instance, a shaft interlock 342rotationally fixes the shaft to the stub shafts driving lifter belts 336a, b. The shaft interlock is releasably connectable so that theelongated shaft can be readily detached from the stub shafts. In thepresent instance, an interlock release is manually actuable todisconnect the shaft interlocks so that the shaft can be disconnectedfrom the stub shafts. For instance, the interlock release may be arotatable knob as shown in FIG. 15A.

Configured as described above, the track in the pick station 310 isoperable tilt a car 200 in the pick station as follows. When the carenters the pick station, the car is driven partway up the vertical tracksections 318 a, b and 320 a, b. When the car reaches a predeterminedvertical position along 318 a, b and 320 a, b, the controller controlsthe car so that the car stops at a predetermined height in the pickingstation. When the car stops in the pick station 310, the car is in agenerally or substantially horizontal orientation. In the presentinstance, the car is displaced vertically upwardly until the rear wheels220 of the car 200 engage the lower section of the moveable track 324and the car is stopped so that the car wheels 220 are engaged with thelower section of the moveable track. Once the car is stopped in the pickstation, the controller controls the operation of the motor 332 to drivethe motor in the first direction, which displaces the moveable tracks324 a, b upwardly into the position shown in FIG. 15B. Since the rearwheels 220 of the car 200 are engaged with the moveable tracks,displacing the moveable track upwardly displaces the rear wheels of thecar upwardly, thereby lifting the rearward edge of the tote on the carupwardly. In this way, the tote is tilted relative to the horizon topresent the contents of the tote to the operator at the pick station sothat the operator can more easily remove items from the tote. Once theoperator provides a signal to the system indicating that the appropriateitems were removed from the tote, the system controls the track to lowerthe car into a substantially horizontal position. Specifically, thecontroller controls the motor 332 so that the motor drives in a reversedirection, thereby driving the lifter belt in a reverse direction tolower the moveable track sections 324 a, b. Since the rear wheels 220 ofthe car are engaged with the moveable tracks 324 a, b, lowering themoveable tracks lowers the rear wheels of the car downwardly until thecar is substantially horizontal.

After the moveable tracks are lowered into the lowered position shown inFIG. 15A, the controller stops the motor 332, which stops movement ofthe moveable tracks. While the moveable tracks are in a stationaryposition and the car is substantially horizontal, the car drives up thevertical tracks of the pick station so that the rear wheels of the cardrive up the moveable tracks 324 a, b and then up the fixed half track326 while the car is substantially horizontal.

The pick station 310 may include a plurality of items to improve theefficiency of the pick station. For instance, the pick station mayinclude a monitor to display information to aid the operator. As the carapproaches the pick station, the system 10 may display information suchas how many items need to be picked from the tote for the order.Additionally, since the operator may pick items for multiple orders, thesystem may display which order(s) the item is to be picked for, inaddition to how many of the item are to be picked for each order. Thesystem may also display information such as how many items should beremaining in the tote after the operator picks the appropriate number ofitems from the tote.

The system may also include a sensor for sensing that an item has beenremoved from a tote so that the car can automatically advance away fromthe pick station after the operator picks the items. Similarly, thesystem may include a manually actuable item, such as a button, that theoperator actuates after picking the appropriate number of items from atote. After the operator actuates the button, the system advances thetote away from the picking station.

In the foregoing description, the system is discussed as being used toretrieve a discrete number of items to be used to fill an order. Theoperator picks the items from one or more totes as the totes arepresented to the operator and the operator agglomerates the items, suchas by placing the items into a container for shipping. Alternatively,rather than agglomerating a plurality of items, the system mayincorporate one or more buffer conveyors that convey items away from thesystem. The operator places the picked items onto the buffer conveyor inthe appropriate order and the conveyor(s) convey the items away from thesystem.

Operation

After the operator removes the appropriate item(s) from one of the cars,the car moves away from the pick station 310. Specifically, the onboardcontroller sends a signal to start the drive motor. The drive motorrotates the axles, which in turn rotates the gears 222 on the wheels220. The gears 222 mesh with the drive surface 156 of the vertical railsto drive the car upwardly. Specifically, the gears and the drivesurfaces mesh and operate as a rack and pinion mechanism, translatingthe rotational motion of the wheels into linear motion along the track110.

As the car moves away from the pick station, the system determines thestorage location 190 where the item the car is currently carrying is tobe returned, as well as the next item that the car is to retrieve. Asdiscussed below, both of these determinations may require significantcomputation. However, since the cars move up the column from the pickstation, the destination for the car does not need to be determineduntil after the car reaches the first gate along the upper rail 135. Ifthe system is not able to determine which destination the car is to bedirected, the car can simply loop around the track back to the pickingstation and re-start the process.

The following discussion describes the operation of the system assumingthat the destination and route information for the car are determined bythe time the car reaches the upper rail 135.

Once the central controller 450 determines the appropriate storagelocation 100 for the item, the route for the car is determined.Specifically, the central controller determines the route for the carand communicates information to the car regarding the storage locationinto which the item is to be delivered. The central controller thencontrols the operation of the car to actuate the gates along the trackas necessary to direct the car to the appropriate column. Once the carreaches the appropriate column the car moves down the column to theappropriate storage location. The car stops at the appropriate storagelocation 100 and the onboard controller sends an appropriate signal tothe car to drive the chain 214, which advances the bar 212 therebydriving the tote into the appropriate storage location.

As the car 200 travels along the upper rail 135 and approaches a column,the gates for the vertical rails 130 are controlled as follows. If thecar is to pass over the column on the way to the next column, the gatesremain in the closed position, as shown in FIG. 4. Specifically, bothgates at the top of the column are closed so that the outer race 184 ofthe gate aligns with the straight track, with the outer race aligningwith the drive surface 156 of the track 110. In this way, the gatesprovide a straight drive surface that cooperates with the drive surface156 to allow the car to travel over the column.

When the car comes to a column that it is to turn down, the gates arecontrolled as follows. Referring to FIG. 5, the columns can be seenwithout the totes and without the picking station. The view in FIG. 2 isfrom the front of the apparatus 10, so the car will be traveling alongthe upper rail from the right to the left in the perspective of FIG. 2.In the following discussion, the car is to be conveyed to a storagelocation in the column designated C in FIG. 2. Column C includes twopairs of vertical legs. The first pair is front and back vertical legs130 c on the left side of column C; the second pair is front and backvertical legs 130 d on the right side of column C.

In order for the car to travel down column C, the wheels on the leftside of the car travel down legs 130 c and the right side wheels traveldown legs 130 d. Therefore, as the car approaches column C, the gates atthe top of 130 d are displaced to the closed position so that the leftside wheels remain on the upper rail and pass over the right side legs130 d. After the left side wheels of the car pass over the right legs130 c, the gates 180 at the top of the right legs 130 d are displacedinto the open position so that the right side wheels can turn down legs130 d. Specifically, after the left side wheels pass right legs 130 d,the gate actuator 230 on the right axle of the vehicle contacts theactuator 190 on the gate 180 to displace the gates into the openposition, as shown in FIG. 9 (note that the view in FIG. 9 is taken fromthe rear side of the apparatus so that the perspective of the gates isreversed relative to the front side). The gates 180 block the straightpath through the intersection 170 and the curved inner race 182 of thegates direct the right side wheels down vertical legs 130 d. Similarly,the gates 180 at the top of the left side legs 130 c are displaced intothe open position to direct the left side wheels down vertical legs 130c.

As the car approaches the intersections at the bottom of legs 130 c and130 d, the gates are operated similarly to the above description, but inreverse. Specifically, as the car approaches the intersections 170 atthe bottom of legs 130 c and 130 d, the gates 180 in the intersectionsare displaced into the opened position so that the gates direct theforward and leading wheels to turn down the lower rail. From theperspective of FIG. 2, the car travels from left to right after the carreaches the lower rail. After the car passes though the intersections atthe bottom of the rails 130 c, 130 d, the gates at the bottom of rightside legs 130 d are displaced into the closed position before the leftside wheels of the car reach the intersection at the bottom of the rightside legs 130 d. In this way, the left side wheels of the car passstraight through the intersection at the bottom of legs 130 d along thebottom rail 140.

One of the advantages of the system as described above is that theorientation of the cars does not substantially change as the cars movefrom travelling horizontally (along the upper or lower rails) tovertically (down one of the columns). Specifically, when a car istravelling horizontally, the two front geared wheels 220 cooperate withthe upper or lower horizontal rail 135 or 140 of the front track 115,and the two rear geared wheels 220 cooperate with the correspondingupper or lower rail 135 or 140 of the rear track 120. As the car passesthrough a gate and then into a column, the two front geared wheelsengage a pair of vertical legs 130 in the front track 115, and the tworear geared wheels engage the corresponding vertical legs in the reartrack 120. It should be noted that when it is stated that theorientation of the cars relative to the horizon do not change, thisrefers to the travel of the vehicles around the track.

Even though the cars may tilt relative to the horizon at the pickingstation, the cars are still considered to remain in a generally constantorientation relative to the horizon as the cars travel along the track110.

As the car travels from the horizontal rails to the vertical columns orfrom vertical to horizontal, the tracks allow all four geared wheels tobe positioned at the same height. In this way, as the car travels alongthe track it does not skew or tilt as it changes between movinghorizontally and vertically. Additionally, it may be desirable toconfigure the cars with a single axle. In such a configuration, the carwould be oriented generally vertically as opposed to the generallyhorizontal orientation of the cars described above. In the single axleconfiguration, the weight of the cars would maintain the orientation ofthe cars. However, when using a single axle car, the orientation of thestorage locations would be re-configured to accommodate the verticalorientation of the cars.

Traffic Control

Since the system includes a number of cars 200, the system controls theoperation of the different cars to ensure the cars do not collide intoone another. In the following discussion, this is referred to as trafficcontrol.

A variety of methodologies can be used for traffic control. Forinstance, the traffic control can be a distributed system in which eachcar monitors its position relative to adjacent cars and the onboardcontroller controls the car accordingly. One example of such as systemutilizes proximity sensors on each car. If the proximity sensor for acar detects a car within a predefined distance ahead of the car, theonboard controller for the trailing car may control the car by slowingdown or stopping the trailing car. Similarly, if a car detects a carwithin a predefined distance behind the car, the lead car may speed upunless the lead car detects a car ahead of it within the predefineddistance. In this way, the cars may control the speed of the carsindependently based on the feedback from the proximity sensors.

Although the system may use a distributed system for traffic control, inthe present instance, the system uses a centralized system for trafficcontrol. Specifically, the central controller 450 tracks the position ofeach car 200 and provides traffic control signals to each car based onthe position of each car relative to adjacent cars and based on theroute for each car.

In the present instance, the central controller 450 operates as thetraffic controller, continuously communicating with the cars as the carstravel along the track 110. For each car, the central controllerdetermines the distance that each car can travel, and communicates thisinformation with the cars. For instance, if car B is following car Aalong the track, and car A is at point A, car B can safely travel to apoint just before point A without crashing into car A. As car A advancesto a subsequent point B along the track, car B can travel safely to apoint just before point B without crashing into car A.

The cars continuously communicate with the central controller to provideinformation indicative of their positions, so that the centralcontroller can continuously update the safe distances for each car asthe cars advance around the track.

Although the foregoing discussion is limited to determining safe zonesbased on the positions of the various cars on the track, thedetermination of safe zones is based on other factors that affect thetraffic. For instance, when calculating the safe distance for a car, thecentral controller considers the distance between the car and the nextgate, as well as the distance to the destination storage location forthe car.

As can be seen from the foregoing, increasing the frequency ofcommunication between the cars and the central controller increases theefficiency of the traffic flow along the track. Accordingly, in thepresent instance, the traffic control is designed to communicate with acar once for every inch the car travels along the track. Therefore, if acar travels at 25 inches per second, the central controller communicateswith the car every 40 msec. Further, it is desirable to have the carstravel at up to 50 inch/sec. Therefore, it is desirable to configure thecommunications to allow the cars to communicate with the centralcontroller every 20 msec.

In addition, to the foregoing variables used to calculate safedistances, information regarding the track profile ahead of each car isused to calculate safe distances. For instance, the central controllerdetermines whether the path ahead of a car is sideways movement, uphillmovement (i.e. movement vertically upwardly) or downhill movement (i.e.movement vertically downwardly).

One of the issues in traffic control relates to merging at intersections170. The problem arises when a car needs to merge onto the return rail140. If two cars will arrive at the intersection close enough tocollide, one of the cars needs to have priority and the other car needsto wait or slow down to allow the first car to go through.

A first method for controlling merging traffic is based on determiningthe next gap large enough for a car to have time to pass through anintersection without colliding with another car. In other words, if afirst car approaches an intersection and it is determined that the gapbetween the first car and a second car is not sufficient for the firstcar to pass through, the first car waits at the intersection until thereis a gap large enough to allow the first car to pass through.

A second method for controlling merging traffic is based on determiningwhich car is closest to the homing sensor at the pick station 310. Thecar with the shortest distance to the homing sensor gets priority at theintersection.

Another factor that the traffic controller considers when calculatingsafe distances relates to the position of cars in adjacent columns. Inthe present instance, most of the adjacent columns share a commonvertical rail. For instance, in FIG. 5, the leftmost column usesvertical rails 130 a and 130 b. The column next to the leftmost columnuses vertical rails 130 b and 130 c.

However, in the present instance, some of the columns may have twovertical rails 130 that are independent from the adjacent columns. Forinstance, the loading column 300 has two independent rails that are notshared with the adjacent column. Therefore, cars can travel up theloading column without regard to the position of cars in the column nextto the loading column. Furthermore, as shown in FIG. 5, it may bedesirable to configure the column next to the loading column so that italso has two independent vertical rails. In this way, cars can morefreely travel up the loading column and down the adjacent column toprovide a buffer loop as described previously.

Accordingly, when calculating safe distances, the traffic controllerevaluates the position of cars in adjacent columns if the cars share acommon vertical rail to ensure that the two cars do not collide as thecar travel down the adjacent columns.

Another aspect of the traffic control relates to how the cars aresequenced to retrieve items for an order or a series of orders.Specifically, in order to efficiently fill orders, the items should bedelivered to the pick station in a sequence corresponding to the orderof the items as required by one or more orders. Specifically, if anorder requires for separate items stored in four separate locations, itis desirable to retrieve the items so that the cars deliver the items tothe pick station at generally at the same time so that the items can bepicked and used to fill the order. Accordingly, the central controller450 calculates the sequence for assigning items to a series of cars tobe used to fulfill an order.

By way of example, the following discussion describes the steps that thesystem takes to fill an order for four separate items stored in fourseparate storage locations. The system 10 will assign each of the fouritems to one of four cars as follows.

The central controller 450 calculates the theoretical time it will takethe cars to retrieve each item in an order. Specifically, for each ofthe items in an order, the central controller calculates the theoreticaltime it will take a car to travel from the pick station to the storagelocation where the item is stored and then from the storage locationback to the pick station. Although the estimates may be based on thetraffic circulating in the track, in the present instance, the estimatesare calculated as if there is no traffic in the track. After theestimates are determined for each item in an order, the centralcontroller 450 assigns the items to a series of cars to attempt to havethe cars return at approximately the same time.

For instance, in an order for four items, the first item may be closestto the picking station and the last item may be farthest from thepicking station, with the second and third items in between.Accordingly, the first car may be assigned to retrieve the fourth item,since it will take the longest to retrieve. The second and third carsmay be assigned the second and third items in the order, and the fourthcar may be assigned the first item in the order since it will take theleast amount of time to retrieve. In this way, the system controls thesequence of assigning cars to retrieve items in order to improve thelikelihood that the cars will return to the picking station as a seriesof consecutive cars carrying the items for the order. In someapplications it is desirable to control the sequence of the cars so thatthe cars arrive at the picking station in the exact sequence requestedfor an order (ie. First item first, second item next, etc). However, inmany applications it is sufficient to have the cars arrive in a sequenceof continuous cars having items for the order (i.e., four carscontaining the items for the order without any cars in between the fourcars with items of other orders).

Although the above description discusses assigning retrieval tasks to aseries of cars so that the cars return a sequence of cars to fill anorder, it should be understood that the picking station may beconfigured so that the operator can simultaneously pick items for morethan one order. Therefore, the system can further improve the flow ofcars and the timing of the retrieval so that the cars return items formultiple orders. In essence, rather than considering the items for onlyone order and assigning the cars to retrieve the items for that orderbefore assigning cars for the next order, the system can consider theitems for two orders in the aggregate and assign the cars for all theitems for a plurality of orders (such as two or three) as though theitems were for a single order and assign the cars accordingly. When thecars return with the items, the system may then prompt the operator asto which order the item is for, such as by providing an indicator on thedisplay at the pick station.

Further, in addition to the basic sequencing described above, the systemmay further control the operation of the cars to improve the likelihoodthat the cars arrive at the picking station as a consecutive sequence ofitems for an order. Specifically, after a car retrieves an item, thesystem calculates an estimate of the time required to return to thepicking station. This time estimate will typically differ from the timeestimate previously calculated due to traffic along the track that maydelay the car. The estimated arrival time is then compared with theestimated arrival time of the other items in the order. If the arrivaltime for the car is too early relative to other cars retrieving itemsfor the order, the system can delay the car as necessary to control thearrival sequence. Additionally, the arrival time may be continuouslyupdated as the car travels along the track so that the system canselectively control the movement of the cars to delay the cars asnecessary to control the arrival sequence at the pick station 310.Further, as described above, although the discussion describescontrolling the sequence of items for a particular order, the system mayaggregate the items in more than one order if the operator is able topick items for a plurality of orders in parallel rather than in strictsequence by order.

As described above, the system assigns the sequence of items assigned tothe vehicles based on the estimated time to retrieve an item. However,it should be understood that typically when a car leaves the pickstation, the car is carrying an item that needs to be returned to one ofthe storage locations. Therefore, the retrieval time for a new item mayinclude the time it will take to return the item before the car is ableto pick up the next item.

In one embodiment, the system may have a generally rigid manner fordefining the location where a particular item is stored. Under such amethod of operation, a particular item is stored in one or more definedstorage locations, and after such an item is retrieved and delivered tothe pick station, the car returns to the same storage location fromwhere the item was retrieved (or one of a plurality of locations definedto receive such items). However, returning an item to the same storagelocation from where the item was retrieved can increase the timerequired to retrieve a new item, since the new item may be located faraway from where the previous item was located before it was retrieved.

Accordingly, when assigning the sequence of items to cars, the systemmay factor in the time it takes to return an item to its originalstorage location and then travel to the location of the new item.Alternatively, rather than returning an item to the storage locationfrom which it was retrieved, the system may search for the open storagelocation closest to the next item that the car is to retrieve. The carcan then unload the item into the open storage location before moving tothe storage location for the next item to be retrieved. The centralcontroller then stores the location of the new storage location so thatthe items can be retrieved as necessary. In this way, the system cancontinuously re-assign the storage location of items as the items arereturned to storage locations. In order to improve the likelihood thatan open storage location is proximate the next item to be retrieved, inthe present instance, the array of storage is locations is assigned sothat there are more storage locations than items to be stored. Forinstance, each column in the array may have one or more empty storagelocations. However, the number of empty storage locations in a columnmay fluctuate as items are retrieved and returned.

In the foregoing discussion, the delivery of items was described inrelation to an array of storage locations disposed on the front of thesorting station. However, as illustrated in FIG. 1, the number ofstorage locations in the system can be doubled by attaching a rear arrayof storage locations on the back side of the sorting station. In thisway, the cars can deliver items to storage locations on the front sideof the sorting station by traveling to the storage location and thendriving the loading/unloading mechanism 210 to unload the item into thefront storage location. Alternatively, the cars can deliver items tostorage locations on the rear side of the sorting station by travelingto the storage location and then driving the loading/unloading mechanism210 rearwardly to unload the item into the rear storage location.

Additionally, the system 100 is modular and can be expanded as necessaryby attaching an additional section to the left end of the array ofstorage locations 100. Further, although the foregoing describes thearray of storage locations as being essentially a two dimensional arrayin which the cars simply travel in X and Y directions, the system can beexpanded to add additional “runs” of track. Specifically, a separatearray of locations parallel to or perpendicular to the sorting stationillustrated in FIG. 1 may be connected to the sorting station. In thisway, the car would travel in a third dimension relative to the X and Ydirections of the sorting station illustrated in FIG. 1. For instance,additional sections of track may be connected to the sorting stationillustrated in FIG. 1 perpendicular to the illustrated sorting station,so that the additional track forms an L-shape intersecting the loadingcolumn. In such a configuration, gates selectively direct the carseither down the upper rail 135 or rearwardly toward the additionaltrack. Similarly, a plurality of parallel rows of storage locations canbe interconnected so that the cars selectively travel along a crossoverrail until the car reaches the appropriate row. The car then travelsdown the row until it reaches the appropriate column as described above.

It will be recognized by those skilled in the art that changes ormodifications may be made to the above-described embodiments withoutdeparting from the broad inventive concepts of the invention. Forinstance, in the above description, the system uses a wirelesscommunication between the cars and the central controller. In analternative embodiment, a communication line may be installed on thetrack and the cars may communicate with the central controller over ahard wired communication link.

Input Station

An input station 350 can be provided for storing new items in the systemor for re-stocking the storage locations as the item are used to fillorders. A variety of mechanisms can be used to stock items into thesystem 10. For instance, input areas can be placed on the vertical railsleading away from the picking station 310. The input area would besimilar to storage locations 100 so that a vehicle can move to the inputarea an retrieve the new items in the same way that the vehicleretrieves items from the storage area during normal operation. However,the input area would interface with a conveyor or other mechanism fromoutside the track 110, for loading items into the input area.Additionally, the input station 350 may include a plurality of inputareas. For instance, three input areas may be positioned along thevertical rail, with the three input locations being located over top oneanother. In this way, a plurality of input locations can be used to loaditems onto cars 200 to re-stock items in the system 10. If a pluralityof input locations are used, preferably each input location operates inconnection with an input mechanism for loading items into the inputlocations.

The input station 350 communicates with and may be controlled by thecentral controller 450. For instance, the input station 350 may includea scanner or other input mechanism for scanner an identification item,such as a bar code on the new items to be stored in the system.Alternatively, an operator may identify the items at the input stationand input identifying information into the system via an operatorinterface, such as a keyboard or touch screen. In this way, the systemmay automatically identify new stock items or an operator may inputinformation into the system manually or a combination of automatic andmanual data entry may be used.

In the foregoing description, the system is described as having a singleinput station 350. However, it may be desirable to incorporate aplurality of input stations positioned along the system 10. By using aplurality of input stations, the feed rate of re-stocking items oradding new items may be increased. In addition, the input stations maybe configured to process different types of items. In this way, eachinput station could be configured to efficiently process a particularcategory of items.

It should therefore be understood that this invention is not limited tothe particular embodiments described herein, but is intended to includeall changes and modifications that are within the scope and spirit ofthe invention as set forth in the claims.

What is claimed is:
 1. A material handling system for delivering aplurality of items to or from a plurality of destination areas, whereinthe system comprises: a plurality of delivery vehicles for deliveringthe items to the destination areas; track for guiding the deliveryvehicles, wherein the track comprises a substantially vertical portionand a horizontal portion and a gate providing a continuous path from ahorizontal to a vertical direction; where each of the vehicles comprise:a transfer mechanism operable to transfer an item between the vehicleand one of the destination areas; a drive element operable to drive thetransfer mechanism; and a gate actuator operable between a firstposition in which the actuator does not actuate the gate and a secondposition in which the actuator is operable to actuate the gate, whereinactuating the drive element of the transfer mechanism actuates the gateactuator from the first position to the second position.
 2. The systemof claim 1 wherein the destination areas comprise a first series ofcolumns and a second series of columns wherein a gap is formed betweenthe first series of columns and the second series of columns and thetrack is disposed in the gap so that the vehicles can move verticallywithin the gap.
 3. The system of claim 2 wherein the track is positionedso that the vehicles can move horizontally within the gap.
 4. Thedelivery vehicle of claim 1 wherein the transfer mechanism is operableto transfer an item forwardly toward a first destination area or in anopposite direction toward a second destination area.
 5. A deliveryvehicle operable with a material handling system having a plurality ofdestination areas and a guide system having a gate actuable between afirst position and a second position, wherein the delivery vehiclecomprises: a motor for driving the vehicle to one of the destinationareas; a drive system cooperable with the guide system to guide thevehicle to one of the destination areas, a transfer mechanism operableto transfer an item between the vehicle and one of the destinationareas; a drive element operable to drive the transfer mechanism; and agate actuator operable between a first position in which the actuatordoes not actuate the gate and a second position in which the actuator isoperable to actuate the gate, wherein actuating the drive element of thetransfer mechanism actuates the gate actuator from the first position tothe second position.
 6. The delivery vehicle of claim 5 comprising apair of synchronously driven axles, wherein the gears are fixed to theaxles so that the gears are synchronously driven to drive the vehiclealong the guide system.
 7. The delivery vehicle of claim 5 wherein thetransfer mechanism is operable to transfer an item forwardly toward afirst destination area or in an opposite direction toward a seconddestination area.
 8. The delivery vehicle of claim 5 comprising arechargeable power source for powering the motor and an electricalcontact for contacting a charging rail along the guide system torecharge the rechargeable power source as the vehicle travels along theguide system to deliver an item.
 9. The delivery vehicle of claim 5wherein the delivery vehicle is configured to move in a first horizontaldirection and a vertical direction substantially orthogonal to the firsthorizontal direction.
 10. The delivery vehicle of claim 9 wherein thetransfer mechanism is configured to transfer the item in a thirddirection that is transverse the horizontal direction and the verticaldirection.
 11. The delivery vehicle of claim 5 wherein the transfermechanism comprises a retainer operable to positively engage the item.12. The delivery vehicle of claim 5 wherein the drive system is operableto engage a first track on a first side of the vehicle and a secondtrack on a second side of the vehicle.
 13. The delivery vehicle of claim5 wherein the vehicle comprises a controller configured to wirelesslyreceive signals regarding the direction of travel for the vehicle. 14.The delivery vehicle of claim 5 wherein the drive system is cooperablewith the guide system to guide the vehicle to one of the destinationareas, wherein the drive system is configured to maintain theorientation of the vehicle relative to the horizon as the vehiclechanges from a horizontal direction of travel to a vertical direction oftravel.
 15. The delivery vehicle of claim 5 wherein the drive systemcomprises a pair of synchronously drive axles, wherein gears are fixedto the axles so that the gears are synchronously driven to drive thevehicle along the guide system.
 16. The delivery vehicle of claim 5wherein the drive system is operable to engage a first track on a firstside of the vehicle and a second track on a second side of the vehicle.